Draft and buffing gear



June 1, 1943. R. J. WITTMER DRAFT AND BUFFING GEAR Filed March l5, 1941 3 Sheets-Sheet l f77/Ef @U RWM/(ww OJAR l N O WU.. n mv., A w PY B R. J. wrm-MER 2,320,839

DRAFT AND BUFFING GEAR Filed March l5, 1941 3 Sheets-Sheet 2 `hme l, 1943.

J. w/l TME/2 @la #Il H HHIIIIHHU i ATTORNEY INVENTOR falsas/.L @im 'i-un June 1, 1943. R. J. wrm-MER DRAFT AND'BUFFING GEAR s sheets-sheet s Filed March 15, 1941 *maa-ri l |NvENToR BussE/.L J. tv/Unze CLQM, UM

l ATTORNEY :ZI Fly/3. 55 54 Patented June l, 1943 2,320,839 DRAFT AND1 BUFFING GEAR Russell J.- Wittmer, Cleveland Heights, Ghio, as-

signor to National Malleable and Steel Castings Company, Ceveland, Ohio, a corporation of Ohio Applicationv March 15, 1941, Serial No. 383,585

26 Claims.

This invention relates to a draft and bufng arrangement particularly adapted for use in mine or other industrial cars.

A large majority of mine cars are .of the fourwheel type and inasmuch as they are required to go around very sharp curves the wheel-basethat is, the distance between wheel centers-is necessarily very short. The length of the car on the other hand is long compared to the wheelbase in order to .obtainv the required capacity, and as a result the ends of the car extend be-` yond the wheel centers by a considerable amount. With the increased use of automatic couplers' on these cars certain difficulties in the operation thereof have been encountered, one of these being the tendency of the cars to derail when being pushed. The couplers are pivoted in suitable draft rigging at the ends of the cars and must be capable of wide angular'movement in a horizontal plane soV as to negotiate the sharp' curves found in the mines'. The mine cars as they are constructed can angle a considerable' amount relative to the track, due to the normal clearance between the wheel flanges and the rail, the movement of the journals in the journal boxes, and to other factors that can not be controlled in a simple manner. In view of the lon'g overhang of the ends of the cars, this tendency of the cars to ang-le at times producesv a considerable offset between the ends of adjacent cars.` As the cars are being pushed under' conditions where the aforementioned offset between the adjacent cars occurs, the coupled couplers between adjacent cars assume a considerable angle with respect to the cars. Under these conditions the pivot points of adjacent couplersI are offset laterally to such an extent that a considerable percentage of the pushing force is transmitted into lateral components that force the adjacent cars off the track. This has been found to occur both on straight and curved track.

It is an object of my invention to provide means for resisting angling of the couplers relative to their respective cars when the cars are being pushed, thus preventing the ends of adjacent cars from becoming offset to' such an extent as would cause'thern to be derailed.

Another object of my invention is to provide a construction to prevent derailment of the cars when being pushed' but still maintain free angling ofthe couplers relative to the cars in draft.

In a large number of mines the cars are dumped Without being uncoupled, and it is therefore a further object of my invention to" provide theaforesaidv construction with an arrangement that permits rotary movement of the' coupler about its longitudinal axis.

lA still further object of my invention isto' provide a draft and` bufng mechanism that may be assembled asa unit away from the car so'that the whole can be slipped into position` and secured tothe end' of the car as acomplete structure.

Other objects andl advantages of my invention willbe pointed out more in detailY in conjunction with the following drawings, inV which:

Figure' 1 is a plan View partly in' section of a device embodying my invention'.

Figure 2 is a longitudinalvertical sectional view through the draft mechanism, the head of the coupler being shown in elevation.

Figure 3 is a front elevational view partly in section.

Figure 4 is a longitudinal vertical sectional View of a modification of my invention, the head of the coupler being shown in elevation.

Figure 5 is a front elevation of themodication shown inV Fig. 4.

FigureY 6 is a diagrammatic view of a pair of cars in angled positionwith respect to thef track.

Figures '7, 8', 9, l0, 11` and -12"a"redetailed'yiews of certain of theparts shown in Figs; 1' 'and 2; and

Figure 13 is a vertical sectional view of one of the shoes, taken on line I3--'-"I3` of Fig. 8;

Referring to vtheernbodiment shown in Figs. 1, 2 and 3; the housing I0 is formed with a top wall II, a bottom wall I2 and a rear Wall I3. Side'walls I4 join the top, bottom andrear walls.

A flange ItY projects outwardly from the side and rear walls and used to secure the housing to the flange of the car. Extending laterally from each of side walls i4 Vis a wall I6 which forms a part of they front of the ca-r. Flangesj ITarid I8` extending from walls I'are also usedv to secure the housing to the car frame;v Mountedl in the housing is a* draft member I9; having a rear wall 20, the lateralextr'einitie's 2'I of which form spring seats for springs 22. Extending forwardlyfrom the' upper and lower portions of rear wallZIl are vertically spacedA loops 23. Topl and bottom anges 24' join the lateral extremitiesiZI ofA rear wall 2U with the outer sidesfof loo'ps2`3 and serve also to'housesprin`gs22.

Buiing member 3llis' comprisedV of a lower wall 3I 'resting on bottom' Wall I2 ofY thehonsing and an upper wall 32 joined together by'v end' walls `33 and rear walls 34': Rear' walls 3'4" form spring seats engaging the front ends of springs 22.

Extending rearwardly fromE the innermost ends' of waus 341mm ofy lesser heighttnan said walls is a loop 35 positioned between upper and lower loops 23 of draft member I9. Elongated openings 36 in lower wall 3l and upper wall 32 of buing member 35 are adapted to receive pins 31 which limit forward movementl of bufling member 30 against the action of springs 22.

The coupler 40 has a shank 4I extending rearwardly into bufng member 30 and between loops 23 of draft member I9. 1t will be clear from Fig. 1 that the rear extremity of the shank lies in the space between the overlapped loops 23 and 35. head 42, preferably cylindrical in cross-section, having a rear spherical surface 43.` Rearwardly of head 42 is a spring 44 and a spring cap 45, the latter of which bears against. the inner surface 46 of loop 35. Between loops 23 andthe coupler shank is a pair of shoes 41 which together form a housing for head 42, spring 44 and cap 45. At its forward end each shoe engages the inner surface 43 of one of loops 23.

Extending upwardly from the upper shoe and downwardly from the lower shoe are projections 49 which are adapted to engage the upper and lower walls of the housing to prevent spreading of the inner ends of the shoes. At their for- Ward ends the shoes are prevented from spreading by the overlapping flanges 53 on loops 23. Each shoe has a rectangular recess 53 at substantially its mid portion to receive a flange 5I on cap 45. This flange cooperating with the rear end 54 of the recess limits movement of the cap relative to the shoes in draft. Between spring 44 and surface 43 of the shank and in recess 53 is a rectangular flat plate 52 which permits the shank to rotate about its longitudinal axis without placing the spring under torsional strains. By making rear surface 43 of the shank spherical the force of spring 44 is at the center of plate 52, thus reducing the torsional strains to a minimum. The coupler head may be of any suitable construction, the one illustrated being of the type shown in my Patent No. 2,246,406, dated June 17, 1941. Rearwardly of the head 40 of the coupler is a flange 6l extending upwardly and downwardly from ythecoupler shank. This flange has an inner spherical surface 62 normally spaced from similarly curved surfaces 63 on the upper and lower walls of buing member 33. Spring 44 acting on the rear of the coupler shank normally maintains surfaces 32 and 63 in spaced relation.

In assembling the parts thus far described, loops 23 and 35 on the draft and bufflng members respectively, are overlapped as far as possible so that the rear surface of loop 35 is substantially in the plane of rearV wall 20 of the draft member. This provides an enlarged opening between the loops which is of sufficient size to permit insertion of shoes 41 as hereinafter described.A The coupler shank is next inserted so that its head 42 lies inside the loop thus formed and so that it is positioned as far rearwardly as possible. Spring 44, plate 52 and cap 45 are` next inserted between the rear of head 42 and loop. 35, after which shoes 41 are slid into place above and below the coupler shank. The buning andv draft members are then forced apart suiiiciently to permit the insertion of springs 22. Loops 23 and 35 are then in the position lshown in Fig. 1, and shoes 41 have been moved forwardly so that the forward portions thereof are in overlapping relation with iianges 55. The unit.

thus far assembled is then slipped into housing l0, and the buiiing member forced rearwardly until pins 31 can be slid into position to hold the.

At the end of shank 4| is an enlarged parts in assembled relation with the housing. After' the parts are assembled the draft and buing members can not be moved towards each other a distance that would eliminate the overlap between the shoes and flanges 5U.

Referring to Fig. 6, cars A and B are shown angled with respect to the track so that the adjacent ends ofthe cars are offset relative to each other. The coupler pivot points a, b are likewise offset with respect to each other. With couplers adapted to angle freely with respect to the car, this condition frequently occurs in service.

When the cars are being pushed, the load is transferred from one car to another through the couplers at an angle to the direction of movement of the cars. There is therefore a lateral component to this pushing force which tends to offset the ends of the cars still further. This lateral component is resisted by the anges of diagonally opposite Wheels contacting the rails. Since the overhang of these cars from the centers of the axles is great, thus pushing the point of application of the lateral component considerably forwardly of the point of resistance between the Wheel and the rail, there is a moment arin present that accentuates the lateral component at the point of lateral resistance. it has been found in service that this lateral component of force is sufcient to cause the flange of the wheel to climb the rail, thus derailing the car. In fact, as will be seen from Fig. 6, the lateral components on adjacent'cars will be in opposite directions and both cars will be derailed, the coupled end of car A derailing upwardly, as viewed in the figure, and the coupled end of car B derailing downwardly.

A consideration of the operation of the present invention will serve to illustrate the manner in which the present device eliminates this tendency to derail. Referring particularly to Figs. 1 and 2, the coupler head 40 is normally urged forwardly relative to bufng member 35 by spring 44. Surface 62 of flange 6l on the coupler head is in this position, spaced forwardly of surface 63 of member 30. This is the normal uncoupled position of the parts which permits the coupler to be moved by hand or otherwise when it is desired to couple with another car to a position where it will be within the guiding range of the opposing coupler. When two cars lare coupled, the couplers move rearwardly, rst against the action of spring 44 until surfaces 62 and 63 are in contact, after which any additional buffing stress is absorbed by springsv 22. When surfaces 62 and 63 are in contact the tendency of the couplers .to angle with respect to the car is resisted by the friction developed between the aforesaid surfaces. The same action takes place when the cars are being pushed, and since under these conditions the coupled couplers act as a rigid column, the tendency of the ends of the cars to become offset is resisted by the friction developed between surfaces 62V and 63. When it is necessary for the ends of vthe cars to displace laterally this frictional resistance will serve to counteract the tendency of the cars to offset further and hence prevent derailment..

In draft, thecoupler will move forwardly, pulling draft'memberlll forwardly against the resistance of springs 22, and surfaces 52 and 63 will move, apart, thus the couplers may angle freely in draft, where there is no necessity to frictionally resist angling thereof. Y

Itwill be observed that in Fig. 1 the. coupler is shown in a. rearward position wherein surfaces 62 and 83 are in contact and spring 44 is slightly compressed. In Fig. 2 the coupler is shown in its normal uncoupled position.

For some industrial purposes, such as in mine cars, the cars are dumped one or more at a time by a rotary dumping machine, with all of the cars remaining coupled together. Provision has therefore been made to permit the cars being dumped to rotate with respect to the couplers. In Fig. 3 it will be observed that shank l of the coupler is substantially cylindrical with the exception of the horizontal surface 1l) on the bottom thereof. This horizontal surface provides ample wearing area and assists in maintaining the coupler normally in a horizontal position, transversely of the car. Sufficient clearance, however, is provided between the upper part of the shank and upper wall 32 of the bufrlng member to permit the car to rotate about its longi tudinal axis relative to the shank. It is desirable that only the coupler on one end of the car be capable of rotating with respect to the car. The coupler on the opposite end of the car can be made non-rotating by means of a square shank, as will be later described in connection with a modification of the invention, or in some other manner. With such an arrangement the non-rotating coupler on the car adjacent the one being dumped will keep two coupled couplers in horizontal position as one car is dumped and will prevent the couplers from lying at an angle to the cars by being rotated partially about the longitudinal axis thereof as might occur if each of the coupled couplers was adapted tol rotate with respect to its car. Since at the other end of the car being dumped there is a non-rotatable coupler coupled with a rotatable one on the adjacent car, these couplers will rotate with the car, but when the car is returned to upright position they will be horizontal. Surfaces 62 and 63 are illustrated as being spherical so that they will not offer resistance to turning movement of the car when it is being dumped.

In addition to horizontal siuface 19 on the bottom of the coupler shank for assisting in maintaining the coupler in a horizontal position, the shank head 42 may be provided with wedge shoulders 55 on the top and bottom thereof which are adapted to be received in recesses 58 in shoes Q1. Shoulders 55 will be normally maintained in engagement with wedge surfaces 51 of the recesses by spring M. Therefore, since shoes l1 are prevented from rotating by projections 49 and by flanges 58 of draft member i9 the aforementioned wedging engagement will act to maintain the coupler in a horizontal position. During the dumping operation however, shoulders 55 will slide past surfaces 51 as the coupler rotates with respect to the car, but at the end of the operation spring d will cause the shoulders to again engagel surfaces 51.

Unless means is provided to prevent it, the coupler may pivot freely in a lateral direction when not coupled with another car. This is not desirable as some damage may be caused due to violent swinging of the coupler when passing over rough track. I have therefore provided means for developing sufficient friction between shoes l1 and loops 23 and 35 which will prevent this undesired swinging, while still permitting the coupler to be swung by hand or otherwise where necessary to effect a coupling. If the compression of springs 22 could be readily controlled within narrow limits, it would be possibie to pinch the shoes between the loops by means of these springs. Howeverfsince springs.` 22 build -up resistance very rapidlyfthe shoes might be pinched between the loops to such an extent that the coupler could not be pivoted by hand. I have therefore provided cap 45 and a light spring 4d for the purpose of obtaining the desired amount of resistance between the shoes and the loops. As previously explained, spring 44 normally urges the coupler forwardly until the head l2 of the shank engages surface 1I at the forward end of each shoe cavity. At the same time thisv spring urges cap 155 rearwardly into engagement with inner surface 46 of loop 35.

In the modification shown in Figs. 4 and 5, housing 12 is substantially the same as the housing in the previous embodiment. At its forward end, however, lower wall 13 is depressed to form a shelf 14. The bottom wall 16 of bufling member 15 is also depressed to form a housing 11 which receives springs 18. Springs 18 support a coupler carrier member 19 upon which rests the coupler shank 80. In this embodiment the coupler 8| is of the type shown in Figs. 8-10 of my aforesaid patent No. 2,246,406, in which a projection 82 is adapted to lie between arms 83 of an opposing coupler to limit relative vertical movement between coupled couplers. For this reason the buffing member must be constructed so as to permit vertical movement of the coupler and shank relative thereto. As the coupler moves downwardly relative to the buffing mem'- ber, springs 18 are compressed. Between the top of the shank and upper wall 84 of the buffing member there is clearance to permit upward movement of the shank.v At the rear end of the shank is an enlarged head 85 and surrounding this head is the pair of shoes 86. The forward surface 81 of the head normally bears against shoulder 88 at the forward part of the shoes. Between head 85 and rear Shoulders 89 of the shoes are spring 90 and plate 9|. Loop 92 extends rearwardly from the bufling member in the same manner as loop 35 of the previous embodiment. However, inner surface 93 is spherical and engages spherical surface 94 on the shoes. Draft member 95 is similar to member I9 of the previous embodiment, and has a rear wall 95 engaging rear wall 91 of the housing. Loops 98 extend from said rear wall above and below loop 92 of the bufiing member. At the forward ends, loops 98 have inner spherical surfaces 99 which normally engage spherical surfaces |99 at the forward end of shoes 86. The spherical surfaces on the shoes and loops permit angling of the shoes and hence the shank, both laterally and vertically with respect to the bufng and draft members. It will be understood that springs similar to springs 22 of the previous embodiment are positioned in a similar manner between the bufling and draft members to normally urge them apart.

In the embodiment shown in Figs. 4 and 5 no spring cap is shown extending through the shoes between spring 90 and loop 92. However, if desired, this may be included in the same manner as illustrated in Figs. 1 and 2. In Fig. 4, flange |0| on the coupler is shown in engagement with forward surface |02 of the bufling member. In normal uncoupled position spring 99 normally urges the coupler forwardly and separates flange llll from surface |92. Surface |02 and the contacting surface of flange ||l| are spherical, as shown in the previous embodiment.

lIn order to prevent springs 22 of the 'emboutment shown in Figs. 1, 2 and 3 from going solid during buff, stops |03 and |05 are provided on the top and bottom of the buiiing member adapted to engage walls |04 and |06, respectively. The aforesaid engagement thus relieves pins 3l of any buffing stresses.

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions, of excluding any equivalents of the features shown and described or portions thereof, but recognize that various modifications are possible within the scope of the invention claimed.

What I claim is:

l. In a car structure a draft rigging comprising relatively movable draft and buing members, spring means normally urging said members away from each other, said bufling member having a curved forward portion, a coupler having a shank pivotally secured to said members and movable rearwardly relative to said buffmg member, and means on said coupler normally spaced from said buing member adapted to engage said curved forward portion to resist pivotal movement of said coupler when in buff.

2. In a car structure a buiiing member mounted for movement longitudinally of the car, spring means resisting movement of said member towards the car, a couplerpivotally secured to said member and movable rearwardly relative to said bufling member, and means on said member and coupler normally spaced apart and adapted to engage each other to frictionally resist pivotal movement of said coupler when the latter` is subjected to bufng stresses.

3. In a car structure a bufling member movable longitudinally of the car, spring means resisting said movement towards the car, a coupler pivotally secured to said member and movable rearwardly relative to said bung member, and means comprising curved surfaces on said coupler and member normally spaced apart and adapted to engage during buff to frictionally resist pivotal movement of said coupler.

4. In a car structure a buiiing member movable longitudinally of the car, spring means resisting said movement towards the car, a coupler pivotally secured to said member and movable rearwardly relative to said buffing member, and means on said coupler normally spaced from said bufling member adapted to engage said member upon movement of said coupler towards said member to frictionally resist pivotal movement of said coupler.

5. In a car structure a bufilng member, a coupler, means pivotally and movably securing said coupler to said member, spring means resisting rearward movement of said coupler relative to said member, and means on said coupler normally spaced from said member adapted to engage said member upon movement of said coupler towards said member to resist pivotal vmovement of said coupler.

6. A buffing gear for a rail car comprising a buiiing member secured to the car, said member having a front sphericalI surface, a coupler mounted in said member for transverse pivotal movement and for rotary movement about the longitudinal axis thereof, said coupler having a spherical surface normally spaced from said member adapted to engage said surface on said member to resist transverse pivotal movement of said coupler, said spherical surfaces enabling rotary movement of said coupler about its longitudinal axis.

7. A buffing gear for a rail car comprising a bufng member mounted for movement longitudinally of said car, spring means opposing 1ongitudinal movement of said member towards said car, a coupler, means for securing said coupler to said bufng member for pivotal movement and for relative rearward movement with respect thereto, means on said coupler engageable with said member upon longitudinal movement therebetween for frictionally opposing pivotal movement of said coupler.

8. A buing gear for a rail car comprising a housing, a draft member in said housing, a bufng member positioned forwardly of said draft member and projecting outwardly of the end of said car, spring means normally urging said members apart, means extending forwardly from said draft member and rearwardly from said bufiing member forming a pocket, a coupler forward of said buiflng member having a shank, means for pivotally and movably mounting said shank in said pocket, and means on said coupler positioned forwardly of said buiing member adapted to engage said buffing member during bufling movements.

9. A bufng gear for a rail car comprising a housing, a draft member in said housing, a bufng member positioned forwardly of said draft member, spring means normally urging said) members apart, means extending forwardly from said draft member and rearwardly from said buing member forming a pocket, a coupler forward of said bufling member having a shank, means for pivotally and movably mounting said shank in said pocket, and means on said coupler adapted to engage said buing member upon relative longitudinal movement therebetween.

10. A buifing gear for a rail car comprising a housing, a draft member in said housing, a bufling member positioned forwardly of said draft member, spring means normally urging said members apart, means extending forwardly from said draft member and rearwardly from said buiing member forming a pocket, a coupler forward of said bufng member having a shank extending into said pocket, means comprising a plurality of members for movably mounting said shank in said pocket, and means on said coupler adapted to engage said bufng member upon relative longitudinal movement therebetween.

11. A bufing mechanism for rail cars comprising a draft member and a bufling member positioned forwardly of said draft member, one of said members having a pair of arms projecting therefrom and the other of said members having an arm extending therefrom between said first named arms, a coupler having a shank, means for pivotally and slidably connecting said shank to said arms, and means on said coupler adapted to engage said buffng member upon relative 1ongitudinal movement therebetween.

12. A buing mechanism for rail cars comprising a draft member and a buiiing member positioned forwardly of said draft member, one of said members having a pair of arms projecting therefrom and the other of said members having an Varm extending therefrom between said first named arms, said arms forming a cylindrically shaped pocket, a lcoupler having a shank extending into said pocket, means insertable in said pocket adapted to join said shank for pivotal and longitudinal movement with respect to said members, and means on said coupler adapted to engage said buiing member upon relative longitudinal movement therebetween.

13; In a car structure, a draft member, a bufiing member, said members adapted for movement relative to each other longitudinally of said car, portions of said members extending into overlapping relation and forming a pocket, a coupler having its shank extending within said pocket, means for mounting said shank in said pocket to enable pivotal and rearward movement of said coupler relative to said bufiing member, means on said buiiing member having a spherically curved surface, and means on said coupler having a` spherical surface correspondingly curved and adapted to engage said surface on said bufling member upon movement of said coupler towards said member to resist pivotal movement of said coupler.

14. In a car structure, a draft member, a bufiing member positioned forwardly of said draft member, spring means reacting between said members to norm ally urge said members apart, a coupler having its shank pivotally connected to said members, spring means between the end of said shank and said bufng member urging said coupler outwardly of said car, and means o-n said coupler normally spaced from said bufiing member and engageable therewith upon movement of said coupler in buff to resist pivotal movement of said coupler.

15. In a car structure, a draft member, a bufng member having spaced upper and lower walls, a loop member extendingr rearwardly from said Walls, a coupler having a shank, said shank extending between said walls and into said loop member, means for securing said shank to said loop member for pivotal and rearward movement relative to said buiiing member, spherically curved buiiing surfaces at the forward ends of said walls, and spherical surfaces on said coupler adapted to engage said buing surfaces during buff to frictionally resist pivotal movement of said coupler.

16. In a draft rigging a housing member, a draft member and a bufng member in said housing member, spring means interposed between said draft and bufng members, curved portions on said draft member and on said buffmg member extending into overlapping relation and forming a cylindrically shaped pocket, a coupler having a shank extending into said pocket, means insertable in said pocket adapted to join said shank for pivotal movement with respect to said members, and means on said coupler adapted to engage said bufling member upon relative longitudinal movement therebetween to frictionally resist pivotal movement of said coupler.

1'7. In a car structure a draft rigging comprising a draft member and a buffing member, said members being adapted for relative movement longitudinally of the car, spring means reacting between said members, said members being constructed and arranged to form a pocket, a coupler having a shank extending into said pocket, said coupler being adapted for rotation about its longitudinal axis, means insertable in said pocket having wedge faces, wedge means normally engaging said wedge faces, and spring means in said pocketl acting to maintain said wedge means in engagement with said wedge faces to normally resist rotation of said coupler about its longitudinal axis.

18. In a car structure a draft rigging comprising a draft member and a buing member, said longitudinally of t-heY car, spring means reacting between said members, a coupler having a shank,

said shank having an enlarged cylindrical endportion, separable mea-ns retained between said draft member and said bufling member and embracing said cylindrical end portion, said separable means joining saidshank to said members to enable pivotal-andv rearward movement of said coupler relative to' said bufling member, and means on said couple andon said bufling member adapted to engage during buff to frictionally resist pivotal movement of said coupler.

19.. In a car structure a draft rigging comprising a. draft member andv a bufiing member, said members. being adapted for relative movement longitudinally of the car, means extending forwardly from said draft member and rearwardly from said bufiing member forming a pocket, portions of the walls of. said pocket having spherically curved. surfaces, a coupler forward of said bufng member having a shank extending into said pocket, means in said pocket having spherically curved surfaces in engagement with said spherical surfaces in said pocket, said means being adapted to join said shank to said members to enable pivotal movement of said coupler and rotation about its longitudinal axis.v

20. In a car structure a draft rigging comprising a draft member, a buffing member having a curved forward portion, said members being adapted for relative movement longitudinally of the car, forwardly extending means on said draft member` rearwardly extending means on said bufng member, said means forming a pocket, a coupler having a shank extending into said pocket, separable means in said pocket joining said coupler to said members for pivotal movement relative thereto, spring means in said pocket, abutment means on said coupler adapted to engage said forward portion on said bufiing member during buif, said spring means normally urging said coupler outwardly of the car to space said abutment means from said forward portion.

21. In a car structure a draft rigging comprising relatively movable draft and buffing members, said buing member having a spherically curved bufling surface, said members being constructed and arranged to form a pocket having spherically curved portions, a coupler having a shank extending into said pocket, separable means in said pocket having spherically curved portions ln engagement with said curved portions in said pocket, said means joining said shank to said members to enable pivotal movement of the coupler and rotation about its longitudinal axis, spherically curved abutment means on said coupler adapted to engage said buffing surfa-ce during buif, and spring means within said pocket normally urging said coupler outwardly of the car to space said abutment means from said buing surface.

22. In a car structure a draft rigging comprising a draft member having a bifurcated forwardly extending curved portion, a buiiing member having a rearwardly extending curved portion extending into said bifurcated portion and forming a pocket therewith, a coupler having a shank extending into said pocket, said shank having an enlarged cylindrical end portion, and means in said pocket embracing said end portion and joining said coupler for pivotal movement transversely of the car and for rotation about its 1ongitudinal axis.

23. In a ear structure a draft member, a bufng members being adapt-ed` for relative movement member having a spherically curved bufiing portion, said members being adapted for relative movement longitudinally of the car, a coupler having a shank extending into said members, means joining said shank with said members to enable pivotal and rearward movement of said coupler relative to said bufling member, spherically curved abutment means on said coupler adapted to engage said buii'ing portion during buff, and means carried by said buiiing member resiliently supporting said coupler.

24. In a car structure having top and bottom walls, a draft rigging comprising relatively movable draft and bufiing members, spring means between said members adapted to cushion said movement, said members being constructed and arranged to form a pocket a coupler having a shank extending into said pocket, retaining means in said pocket joining said shank to said members for pivotal movement of said coupler, and projecting means on said retaining means adapted to engage said walls to maintain said retaining means in assembled relation.

25. In a car structure a draft rigging comprising relatively movable draft and bung members, spring means reacting between said members to cushion said movement, said members being constructed and arranged to form a pocket, a coupler having a shank extending into said pocket, said coupler being adapted for rotation about its longitudinal axis, the end of said shank having a spherically curved surface, spring means in said pocket reacting between said bufng member and the end of said shank, and a plate member interposed between said spring means and said spherical surface to relieve said spring means of substantially all torsional stresses during rotation of said coupler about its longitudinal axis.

26. In a draft rigging a draft member having a pair of spaced forwardly extending arms provided with arc-shaped surfaces, a buiiing member having a rearwardly extending portion positioned between said arms and provided with an arcshaped surface, a coupler adapted for pivotal movement relative to said members, said coupler having a shank extending between said arms, shoe means embracing the end of said shank and having arc-shaped surfaces in engagement with said arc-shaped surfaces on said draft member, means retained within said shoe means having an arc-shaped surface in bufling engagement with said arc-shaped surface on said buffing member, and spring means between said last named means and the end of said shank urging said last named means against said bufling member to frictionally resist pivotal movement of said coupler.

RUSSELL J. WIT'IMER. 

